Willard f



(No Model.)

W. P. RICHARDS.

GAR BUFFER.

No. 557,884. Patented Apr. 7, 1896.

UNITED STATES PATENT OFFICE,

VILLARD F. RICHARDS, OF BUFFALO, NE? YORK, ASSIGNOR TO THE GOULD COUPLER COMPANY, OF NE YORK, N. Y.

CAR-BUFFER.

SPECIFICATION forming part of Letters Patent No. 557,884, dated April 7', 1896.

Application filed July 14, 1893. Serial No. 80,482. (No model.)

To aZZ whom, it mag concern:

Be it known that I, WILLARD F. RICHARDS, a citizen of the United States, residing at Buffa-lo in the county of Erie and State of New York, have invented new and useful Improvements in Car-l3ufiers, of which the following is a specification.

This invention relates to the bu lfers or yielding platform extensions with which railwaycars are provided, and more particularly to buffers of this character which are pivoted centrally to enable the same to assume an angular position in passing over curves.

The buffer is usually extended by comparatively light springs, which are compressed when the cars are coupled and which, while exerting sufficient pressure to keep the buf fers of opposing cars in close contact, do not offer undue resistance to coupling and uncoupling the cars.

My invention has the object to provide the buffer with efficient means whereby an additional pressure may be applied to the same after the cars have been coupled for the purpose of pressing the bufiers more firmly together, so as to restrain them against move ment upon each other and thereby prevent the unpleasant rolling or swaying motion of the cars experienced with the use of ordinary spring-buifers.

The accompanying drawing is a sectional top plan view of the platform and adjacent portion of a railway-car provided with my i1n provement, the flooring being omitted to expose the parts-below the same.

Arepresents the longitudinal timbers of the stationary car-platform, B the cross-timber connecting the outer ends thereof, and C the end sill of the car-body.

D is the buffer or yielding platform extension, which is pivoted to the outer end of the main buifer-stem E in a well-known manner. This buffer-stem is guided with its enlarged front portion in an opening in the crosstim ber B in the ordinary manner and carries the usual light spring F for extending the buffer and the shorter heavy spring G, which sustains any heavy shocks overcoming the extension-spring. The contracted portion of the buffer-stem is guided in an opening formed axially in the rod h of a piston h, which moves in a horizontal pressure-cylinder H,supported between the longitudinal central timbers of the platform. The extension spring sur rounds the buffer-stem between the usual collar or shoulder e and the outerportion of the piston-rod h, the latter being formed in its adjacent end with a socket, as shown, for receivin g the rear end of said spring. The piston-rod extends through the front head of the pressure-cylinder and slides in a sleeve I, extending forwardly from said cylinder-head. The heavy buffer-spring G abuts with its rear end against a flange 1, formed at the front end of the sleeve 1.

J J represent the side stems or stay-rods of the buffer, which are pivoted at their front ends to the buffer on opposite sides of its pivot. Each of the side stems carries at its rear end a piston 70, which moves in a pressure-cylinder K, supported between the longitudinal timbers of the platform. The side stems pass through the front heads of these pressure-cylinders and are guided with their front portion in openings formed in the crosstimber B.

L L are the auxiliary buffer-springs, which are arranged upon the side stems between the front ends of the lateral pressure-cylinders K and movable collars or washers Z, arranged loosely on the front portions of the side stems.

These collars bear against the rear side of the cross-timber B when the platform is extended, as shown. Each side stem is provided near its front end with a shoulder m, which strikes the collar or washer on the stem when the buffer is pressed inward, thereby compressing the auxiliary buifer-springs.

Any suitable fluid under pressure may be supplied to the pressure-cylinders H and K for operating their pistons; but they are preferably supplied with compressed air from an auxiliary reservoir M, connected by a pipe N with the reservoir which furnishes compressed air for applying the brakes of the car. A reducing-valve m, of any ordinary construction, is preferably arranged in the pipe N.

n is a common supply-pipe connected with the auxiliary reservoir N by a branch pipe 77,, and n n n are branch pipes leading from said supply-pipe to the rear ends of the several pressure-cylinders. The branch pipe 11 is provided with a three-way cook or valve 0, of any common construction, which has its ports so arranged that upon turning the valve in one direction compressed air is admitted to all the pressure-cylinders, While upon turning the valve in the opposite direction the supply of air to the cylinders is shut off, and the air in the same is permitted to escape, so as to allow the pistons to return.

As the side stems are attached to the end portions of the oscillating buffer, their movement is greater than that of the central buffer-stem, and the cylinders'in which the pistons of such stems move are therefore made correspondingly longer, as shown.

In the normal position of the parts before the cars are coupled the piston of the middle pressure-cylinder is at the rear extremity of its stroke and the pistons of the side cylinders are at about the middle of their stroke. In this position of the parts the piston-rod of the central cylinder and the front ends of the side cylinders serve as the rear abutments of the platform-extension spring and the auxiliary buffer-springs, respectively, and upon coupling the cars these springs act in the ordinary manner. After the cars have been coupled compressed air is admitted to the several pressure-cylinders. The compressed air entering the middle cylinder behind its piston forces the latter forward, causing its rod to move the rear end of the platform-extension spring in the same direction and increasing its tension. The compressed air enterin g the side cylinders forces their pistons forward, and as the rods of these pistons are connected directly with the buffer the latter is forced against the opposing bufier with increased pressure. As the auxiliary buffersprings are loose on the side stems they are unaffected by this movement of the stems. By thus applying an additional pressure to the buffer the force with which it is pressed against the contiguous bufier is supplemented accordingly, thus holding the contacting buffers against movement upon each other and preventing rolling or swaying of the cars.

When it is desired to uncouple the cars, the three-Way valve 0 is turned in the proper direction to shut 01f the air supply to the pres- Surecylinders and permit the air to escapefrom the latter. The pressure being now removed from the several pistons, the compressed springs expand to their normal tension and return the pistons to their former position, When the buffer offers only the usual slight resistance and permits the cars to be easily uncoupled.

I claim as my invention- The combination with the main platform and the buifer 0r platform extension, of a pair of pressure-cylinders and pistons, side stems connecting the buffer on opposite sides of its pivot with said pistons, and having shoulders, washers or collars arranged loosely on said side stems, and springs surrounding said side stems between said loose Washers and the pressure-cylinder, substantially as set forth.

Vitness my hand this 6th day of July, 1893.

ILLAR-D F. RICHARDS.

'Witnesses:

CARL F. GEYER, F. O. GEYER. 

